Investigations into the causes of aircraft accidents have for decades focused on what happened and who did it - very rarely 'Why'? It is the question 'Why' that David Beaty has addressed here, fighting the misnomer of 'pilot error' and propounding that the cause should be sought deeper inside human beings who make apparently simple human errors.

    The Lockheed SR-71 Blackbird spy plane flew more than three-and-a-half times the speed of sound--so fast that no other aircraft could catch it. Above 80,000 feet, its pilots had to wear full-pressure flight suits similar to what was used aboard the space shuttle.Developed by the renowned Lockheed Skunk Works, the SR-71 was an awesome aircraft in every respect. It was withdrawn from use in 1998, when it was superseded by satellite technology. Twelve of the thirty-two aircraft were destroyed in accidents, but none were ever lost to enemy action.Throughout its thirty-four-year career, the SR-71 was the world's fastest and highest-flying operational manned aircraft. It set world records for altitude and speed: an absolute altitude record of 85,069 feet and an absolute speed record of 2,193.2 miles per hour.The Complete Book of the SR-71 Blackbird covers every aspect of the SR-71's development, manufacture, modification, and active service from the insider's perspective of one of its pilots and is lavishly illustrated with more than 400 photos. Former pilot and author Richard Graham also examines each of the fifty planes that came out the SR-71 program (fifteen A-12s; three YF-12s; and thirty-two SR-71s) and tells each plane's history, its unique specifications, and where each currently resides.

    Read James Greiner's Wager with the Wind to learn how a hero was born, and also how he made his courageous journey to the unknown skies of dealing with cancer.

     Does the thought of flying fill you with dread? Do panic attacks leave you feeling scared and vulnerable? If so, this book could change your life. Written by top flying experts from British Airways' 'Flying with Confidence' course, this reassuring guide explains everything you need to know about air travel alongside techniques for feeling confident and in control from take off to landing. In easy-to-follow sections, you'll learn how to recognise cabin noises, manage turbulence and fly in bad weather conditions. As your knowledge grows, so will your confidence, with the fear of the unknown removed.

    And yet, we stillremain obsessed with aviation disasters. What caused these accidents?Whose fault was it?  In her series of  books, Why Planes Crash, Sylvia Wrigley investigates the worst aviation disasters of the twenty first century.Why Planes Crash: 2001 is the first of the series. Wrigley has put together eleven of the most interesting incidents that the worldsaw in the year 2001. These include a detailed analysis of thedisastrous runway incursion at Linate, the passenger interferenceleading to the Avjet Aspen Crash and why an Airbus A300 disintegratedover Queens.From bad weather to the engineering faults in the aircraft, the author critically looks into each factor that might have lead to the crash.Her investigations and deep insight compiled thoughtfully in this bookmake it so interesting to read that you actually start feeling like awitness to the disaster and yet it is comprehensive enough for anyonewith no aviation knowledge to understand.

    From its harrowing combat missions over Libya to its appearance on the silver screen in movies like Top Gun and Executive Decision, the F-14 has become an icon of American air power.Now, for the first time in a single volume, Tomcat Fury explores the illustrious combat history of the F-14, from the Gulf of Sidra to the Iran-Iraq War to the skies over Afghanistan in the Global War on Terror.

    They learned to be inventive and self reliant in a land untouched by humans after moving more than twelve miles from the nearest road, to a one hundred and sixty acre homestead on the Kenai Peninsula. To a young man just entering his teens this was a dream come true, but the physical labor that had to be done the first year, simply to survive, was more than he had ever imagined. Cutting firewood with a manual cross cut saw, packing water from the spring, working on a sawmill, and packing supplies in to the homestead on his back left little time for hunting and fishing. The family almost starved and froze out that first year, but sheer will power, stubborness, and rugged determination for a better way of life persevered; A family of the greenest chechocko's that ever homesteaded in the land of the midnight sun.

     With 26 victories to his name, he became the first pilot to equal Eddie Rickenbacker’s American World War I record. In October 1942, Foss and his regiment were sent into the heat of battle at Guadalcanal. Foss quickly gained a reputation for aggressive close-in fighter tactics and uncanny gunnery skills and rose to become the lead pilot of what was called Foss’ Flying Circus. Foss’ book Joe Foss Flying Marine: The Story of his Flying Circus is a remarkable work that demonstrates just how tough life could be for a fighter pilot in the Pacific Theater of World War One. Through the course of the book Foss explains how he became a pilot, despite the fact he was initially deemed too old, why he, and men like him, chose to fight the war in the air and what it was like to engage in dogfights with Japanese pilots. “His remarkable flying skill, inspiring leadership and indomitable fighting spirit were distinctive factors in the defense of strategic American positions on Guadalcanal.” Franklin D. Roosevelt, President, United States. Joe Foss’ citation read: “For extraordinary achievement while participating in aerial flights with Marine Fighting Squadron 121 in the Solomon Islands area. During the period Oct. 13 to Oct. 20, 1942, inclusive, Captain Foss shot down six enemy Zero fighters and one enemy bomber in aerial combat. His constant aggressiveness, skill, and leadership during these engagements were worthy of the highest traditions of the Naval Service.” Joe Foss was a United States Marine Corps major and the leading Marine fighter ace in World War II. He received the Medal of Honor in recognition of his role in air combat during the Guadalcanal Campaign. His book Joe Foss Flying Marine: The Story of his Flying Circus was first published in 1943. Foss passed away in 2003.

    Buck first flew in the 1920s, inspired by the exploits of Charles Lindbergh. In 1930, at age sixteen, he flew solo from coast to coast, breaking the junior transcontinental speed record. In 1936 he flew nonstop from Burbank, California, to Columbus, Ohio, in a 90-horsepower Monocoupe to establish a world distance record for light airplanes. He joined Transcontinental and Western Air (T&WA) as a copilot in 1937; when he retired thirty-seven years later, he had made more than 2,000 Atlantic crossings -- and his role had progressed from such tasks as retracting a DC-2's landing gear with a cockpit-based hand pump to command of a wide-body 747. Buck's experiences go back to a time when flying was something glamorous. He flew with and learned from some true pioneers of aviation -- the courageous pilots who created the airmail service during flying's infancy. At the behest of his employer Howard Hughes, Buck spent three months flying with Tyrone Power on a trip to South America, Africa, and Europe. He flew the New York-Paris-Cairo route in the days when flight plans called for lengthy stopovers, and enjoyed all that those romantic places had to offer. He took part in a flight that circled the globe "sideways" (from pole to pole). He advised TWA's president on the shift to jet planes; a world expert on weather and flight, Buck used a B-17G to chase thunderstorms worldwide as part of a TWA-Air Force research project during World War II, for which he was awarded the Air Medal (as a civilian) by President Truman.In "North Starover My Shoulder," Bob Buck tells of a life spent up and over the clouds, and of the wonderful places and marvelous people who have been a part of that life. He captures the feel, taste, and smell of flying's greatest era -- how the people lived, what they did and felt, and what it was really like to be a part of the world as it grew smaller and smaller. He relates stories from his innumerable visits to Paris, the city he loves more than any other -- echoing Gertrude Stein's view that "America is my country, and Paris is my home town" -- and from his trips to the Middle East, including flights to Israel before and after it became a state. A terrific storyteller and a fascinating man, Bob Buck has turned his well-lived life into a delightful memoir for anyone who remembers when there really was something special in the air.

    This book puts the reader in the pilot's seat for a "day at the office" unlike any other. It recounts the tragic 1966 mid-air collision with the XB-70; describes flights of the lifting body and YF-12 blackbird, and details work with the Apollo Lunar Landing Research Vehicle.The Smell of Kerosene tells the dramatic story of a NASA research pilot who logged over 11,000 flight hours in more than 125 types of aircraft. Donald Mallick gives the reader fascinating firsthand descriptions of his early naval flight training, carrier operations, and his research flying career with NASA and its predecessor agency, the National Advisory Committee for Aeronautics (NACA).Mallick joined the NACA as a research pilot at the Langley Memorial Aeronautical Laboratory at Hampton, Virginia, where he flew modified helicopters and jets, and witnessed the NACA's evolution into the National Aeronautics and Space Administration.After transferring to the NASA Flight Research Center (now NASA Dryden Flight Research Center) at Edwards, California, he became involved with projects that further pushed the boundaries of aerospace technology. These included the giant delta-winged XB-70 supersonic research airplane, the wingless M2-F1 lifting body vehicle, and the triple-sonic YF-12 Blackbird. Mallick also test flew the Lunar Landing Research Vehicle (LLRV) and helped develop techniques used in training astronauts to land on the Moon.Excerpt: " I was onboard an airliner, on 28 January 1986, when I heard the news that the Space Shuttle Challenger had exploded 73 seconds after launch that morning. Even knowing the complexity and risk involved in Shuttle operations, I was shocked by the news. The shuttle commander, Dick Scobee, had been an Air Force test pilot at Edwards and flown a number of research missions at NASA Dryden. I grieved for all the crew, but especially Dick, who I knew best. I can still recall his broad grin when he visited the Dryden pilot's office following the announcement of his selection as an astronaut. He showed great pride in his selection, and I congratulated him heartily. The results of the accident review board were hard to accept. The commission that investigated the accident blamed the Shuttle loss on poor management decisions. Challenger had been launched against the recommendations of knowledgeable technical personnel who insisted that low temperatures that day increased the chance of hot gas leakage around the seals of the solid rocket boosters. The commission found that the decision making process leading to the launch was flawed and that launch temperature constraints were waived at the expense of flight safety. It was a black day for NASA. I could sense a change in people's attitude concerning the space program. After the Challenger accident report was released, the public's pride in and respect for NASA diminished. At Dryden, we had always striven not to allow the desire to "get a flight off" to interfere with good judgment on flight safety. It was a cardinal rule. There were occasions when visiting Headquarters personnel and other VIPs were on hand to witness a test flight and we had to cancel the event due to some technical problem. We forced ourselves to avoid the desire to "press on" just to meet a schedule or impress a visiting VIP."

    Most FAA Knowledge Exams’ questions are taken directly from the information presented in these texts.Written for applicants preparing for an Airplane or Helicopter Instrument Rating, this book is also valuable to instrument flight instructors (CFII) and already-rated pilots who would like to refresh their skills. It is the official source for all instrument questions appearing on the FAA knowledge exams. This is FAA handbook FAA-H-8083-15.

    The main character has been flung back thousands of years in time and has to make do with the supplies he has with him. Travel along with him as he encounters obstacles that are sometimes funny and/or deadly.

    Presents the statistics of how many pilots will die in the zone within a year; calls attention to the eight top pilot killers (such as "VFR into IFR," "Takeoff and Climb"); and maps strategies for avoiding, diverting, correcting, and managing the dangers. Includes a Pilot Personality Self-Assessment Exercise that identifies pilot "types" and how each type can best react to survive the killing zone.

     Funded by his considerable wealth, he formed the Hughes Aircraft Company in 1932 and spent the remainder of the decade setting multiple world air speed records. The enigma that was Howard Hughes and the saga of the mighty airline he ruled ruthlessly for two decades are combined in this unique corporate history that reads like a thrilling work of aviation fiction. Movie stars and moguls; airline chieftains and staff, from pilots to skycaps — these are the colourful characters that grace the pages of this anecdote-filled book that pulls no punches. In the course of researching the TWA story, author Robert J Serling interviewed more than one hundred individuals, many of whom knew Hughes personally. The result – a portrayal of the eccentric billionaire that has never been seen before. This is the first full account of the great air carrier that the moody, mysterious Hughes first saved from extinction and then nearly destroyed in the process… Praise for Robert J Serling ‘Aviation buffs will revel in this thoroughgoing chronicle’ – Kirkus Robert J Serling (1918-2010) wrote aviation fiction, as well as some non-fiction, his whole adult life and received the 1988 Lauren D. Lyman Award for distinguished achievement in the field of aviation and aerospace journalism. Formerly residents of Washington, D.C., he and his wife moved to Tucson, Arizona. He passed away in 2010 at the age of 92.

    Like thousands of other young Americans, Ray Brim was plucked by the U.S. Army to be a combat flyer, and was quickly pitted against the hardened veterans of the Luftwaffe. Brim turned out to have a natural knack for flying, however, and was assigned to the select squadron developing lead Pathfinder techniques, while experimenting with radar. He was among the first to test the teeth of the Luftwaffe’s defenses, and once those techniques had been honed, thousands of other bomber crews would follow into the maelstrom, from which 80,000 never returned.This work gives us vivid insights into the genesis of the American air campaign, told with the humor, attention to detail and humility that captures the heart and soul of our “Greatest Generation.” Brim was one of the first Pathfinder pilots to fly both day and night missions leading bomb groups of 600-plus bombers to their targets. At the onset of his missions in the spring of 1943, B-17 crews were given a 50-50 chance of returning. Each of his raids were nerve-wracking forays into the unknown; with struggles to survive the damage to his plane due to flak and German fighter attacks, in order to bring his 10-man crew home, often wounded but still alive.